Combined clutch and brake.



PATENTED DEC. 11, 1906.

S. 3. WELCOME.

' COMBINED CLUTCH AND BRAKE.

.APPLIdATION FILED JUNE 20, 1 906- 2 SKIRTS-SHEET 1.

PATENTED DEG. 11,1906.

8.3. WELCOME. COMBINED CLUTCH AND BRAKE.

APPLICIATIOIH FILED JUIE 20, 1906- 3 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

SOLON BYRON WELCOME, OF LOS ANGELES, CALIFORNIA, ASSIGNOR TO WESTERN GASENGINE COMPANY, LOS ANGELES, CALIFORNIA, A

CORPORATION OF CALIFORNIA.

COMBINED CLUTCH AND B/RAKE.

Specification of Letters Patent.

Patented Dec. 11, 1906.

Application filed June 20,1906. Serial No. 322,644.

To all whom it may concern.-

Be it known that I, SoLoN BYRON WEL- COME, a citizen of the UnitedStates, residing at Los Angeles, in the county of Los Angeles and Stateof California, have invented a new and useful Combined Clutch and Brake,of which the following is a specification.

This invention relates to friction clutches or brakes; and the mainobject of the invention is to provide a device of the characterdescribed which is very simple in construction, with no intricate orsmall parts, which is strong and durable, and the parts of which areeasily accessible for inspection or to make repairs when necessary, andto so construct the device that when repairs are needed they may be madeby a person with ordinary skill.

The invention is applicable to various uses 7 in which a friction clutchor brake is requiredsuch, for example, as on hoistsand in the presentcase I have shown and described the invention as applied to a hoistoperated by an explosive-engine.

The accompanying drawings illustrate the invention.

Referring to the drawings, Figure 1 is a side elevation of the hoistequipped with my invention. Fig. 2 is a vertical section taken laterallythrough the hoist on line :6 Fig. 1. Fig. 3 is a detail view, partly insection, on line 20 x Fig. 2. Fig. 4 is a perspective view of the upperportion of one of the drum-shaft supports and its journal. Fig. 5 is aperspective view of the clutch-screw in detail. Fig. 6 is a perspectiveview of the cone-retainer, showing a part of the clutch-rod connectedthereto. Fig. 7 is a perspective view in detail of the cone. Fig. 8 is aperspective view of the end of the drum-shaft.

1 and 2 designate standards provided with bearings 3, in which ismounted a drumshaft 4, one end of which carries a gear 5, which mesheswith a pinion 6 011 the crankshaft 7 of the engine 8.

Mounted between the standards 1 and 2 on the drum-shaft 4 is a drum 9with flanges 10 and 11. The hub 12 of the drum, as shown in Fig. 2, doesnot extend the full width of the drum, but terminates short of the endnearest the standard 1. On the outside of the flange 10 is a brake-band13 and a clutch-band 14, both of which bands are preferably castintegrally with the drum, as shown. The brake-band 13 has an outerretaining-flange 15. Keyed to the shaft 4 is a clutch-disk 16,. the hub17 ofwhich lies adj acent the end of the drum-hub 12. The hub 17 beingkeyed to the shaft 4 by a key 18, which is held in place by a set-screw19, serves, together with the journal 3, to prevent end play of the drum9. The clutchdisk 16, as shown in Fig. 3, is provided with a lug 20, towhich one end of a clutch-strap 21 is fastened. The clutch-strap 21 onits outer face carries a series of friction-blocks 22, which may beformed of fiber or other suitable material. Retaining-brackets 23, whichare screwed to the clutch-disk 16, serve to guide the clutch-strap andhold it against undue lateral play. The clutch-disk 16 is also providedwith a lug 24, through which passes an adjustable eyebolt 25, whichsupports a fulcrum-bolt 26, the latter passing also through a segmentalslot 27, formed in the clutch-disk. Pivoted to the fulcrumbolt 26 is aclutch-lever 28, one end of which has a shoulder 29, to which isfastened the other end of the clutch-band 21. The opposite end of theclutch-lever 28 is beveled, as shown in Figs. 2 and 3. By swinging thelower end of the clutch-lever 28 away from the shaft 4 the clutch-band21. is expanded, so that the friction-blocks 22 are forced against theclutch-band 14. The slot 27 in the clutch-disk 16 enables thefulcrum-bolt 26 to be adjusted by the eyebolt 25.

As shown in Figs. 2 and 4, the inner part of the bearing 3 is cupped outto form a recess 29, into which recess project a pair of lu s 30,forming segmental thread portions, the ower lug 30 being cast,preferably, integrally with the standard 1. Mounted loosely on the shaft4 is a clutch-screw 32, (shown in detail in Fig. 5 which consists of asleeve 33 ,having two spiral grooves 34 and a flange 35. The sleeve 33lies within the recess 29, the segmental screw-lugs 30 engaging in thespiral grooves 34 of the sleeve. Fastened to the flange 35 by screws 36is a cone-retainer 37, (shown in detail in Fig. 6,) having an undercutrecess 38, formed by a flange 39. The cone-retainer 37 is formed with alug 40, to which is pivotally connected a clutch-rod 41, the other endof the clutch-rod 41 being lugs 30, and as the clutch-screw moves outthe cone 43 is moved with it along the shaft 4 and the cone graduallyrocks the free end of the clutch-lever 28 away from the shaft 4, therebyexpanding the clutch-strap 21 and forcing the friction-blocks 22 with agradual increasing pressure against the clutch-band 14, thereby causingthe drum 9 to rotate at a speed proportionate to the pressure of thefriction-blocks 22 against the clutch-band 14 and obviously to cause thedrum 9 to rotate in unison with the shaft 4 when the friction-blocks 22are forced against the clutch-band 14 with suflicient pressure to lockthe same.

A brake-strap 45 has at one end a threaded extension 46, which passesthrough a lug 47, formed on the standard 1, and is held in place by nuts48. The other end of the brake-strap 45 is pivotally connected to abrake-lever 49, which is pivoted at 50 to the standard 1. Thebrake-lever 49 is connected by a brake-rod 51 with a hand-lever 52. The.brake-strap 45 is provided with friction-blocks 53.

By gradually pulling over the lever 42 the clutch will take holdgradually, and thus start the load without jerk or strain, to the partsof the hoist or engine, and the speed at which the load is moved can becontrolled to a nicety by regulating the position of the lever 42 tosecure the requisite degree of slippage of the clutch, or if the load isto be moved at maximum speed the clutch may be locked to rotate at thesame speed as the shaft 4, and when so locked the speed of the load maybe regulated by regulating the speed of the engine. When the load is tobe lowered, the clutch may be released sufficiently to allow the drum tomove in a reverse direction, which speed of movement obviously can becontrolled by exerting the proper amount of pressure by means of thelever 42. It is preferable, however, to control the descent of the loadby means of the brake, as the brake affords a larger grippingsurface,and the wear is therefore much less, thus preserving the friction-clutchas much as possible for its regular duty. It is obvious that either theclutch or the brake can be employed in emergencies to check the descentof the load in case of breakage or failure of clutch or brake to act.

What I claim is 1. A driving element, a driven element, a grippingdevice carried by one of said elements and adapted to engage the otherelement, a shaft for said elements, a bearing for said shaft, saidbearing having a recess,

means for operating said gripping device comprising a cone, aclutch-screw carrying said cone and entering said. recess, saidclutch-screw having a hub provided with spiral grooves which engagesegmental lugs formed in said bearing, and means for turning said screwto move it and the cone longitudinally of the shaft and operate the gripdevicej 2. A shaft, a driven element loosely mounted on said shaft, adriving element rigidly mounted on said shaft and comprising aclutch-disk having a plurality of lugs, a clut ch-strap having one endconnected to one of said lugs, a screw-bolt fastened to the other lug, afulcrum-bolt passing through the screw-bolt and through a slot in saiddrivingdisk, a clutch-lever pivoted to said fulcrumbolt, the other endof said clutch-strap being connected to said clutch-lever, a coneslidable on said shaft for rocking said clutchlever, and means forsliding said cone.

3. A driving element, a driven element, a gripping device carried by oneof said elements and adapted to engage the other element, a shaft forsaid elements, a bearing for said shaft, said bearing having a recess,means for operating said gripping device comprising a cone, aclutch-screw provided with a hub having spiral grooves, said hubprojecting into said recess and said grooves engaging with lugs formedin said recess, said cone being revolubly connected to saidclutch-screw, and means for turning said screw to move it and the conelongitudinally of the shaft to operate the gripping device.

4. A driving element, a driven element, a gripping device carried by oneof said elements and adapted to engage the other element, a shaft forsaid elements, a bearing for said shaft, said bearing having a recess, aclutch-screw having a hub provided with spiral grooves, said hubprojecting into said recess and its spiral grooves engaging segmentallugs formed in said recess, a cone-retainer comprising a substantiallysemicircular member being un dercut to form a retaining-flange, saidmember having an arm, the cone-retainer being fastened to saidclutch-screw, a cone provided with a flange which seats behind theretainer-flange of said cone-retainer, and suitable hand-lev ermechanism connected to the arm of said cone-retainer for turning saidclutch-disk to cause said cone to be slid along said shaft to operatesaid gripping device.

5. A shaft, a driven element loosely mounted on said shaft, a drivingelement rigidly mounted on said shaft and comprising a clutch-diskhaving a plurality of lugs, a clutch-strap having one end connected toone of said lugs, a screwbolt fastened to the other lug, a fulcrum-boltpassing through the screw-bolt and through a slot in said driving-disk,a clutch-lever pivoted to said fulcrum-bolt, the other end of saidclutchstrap being connected to said clutch-lever, a cone slidable onsaid shaft for rocking said clutch-lever, means for sliding said cone,and retaining-brackets fastened to said clutchdisk and extending overthe edge of said clutch-strap.

6. A shaft, a drum revolubly mounted on said shaft, a clutch-disk Withinsaid drum secured to said shaft, a pair of concentric friction-bandsextending outward from the drum, a clutch-strap adapted to bear againstthe inner face of the inner friction-band, one end of said clutch-strapbeing connected to said clutch-disk, a clutchlever pivoted to saidclutch-disk and connected to the other end of said clutch-strap, afulcrum-bolt supporting said clutch-lever and extending through asegmental slot in said clutch-disk, a lug on said clutch-disk, anadjusting-bolt passing through said lug and connected to saidfulcrum-bolt, a cone on said shaft adapted to be moved against saidclutch-lever to operate the same and expand said clutchstrap, a bearingfor said shaft, the bearing having a recess with screw-engaging means, aclutch-screw revolubly connected With said cone, said clutch-screwentering said recess and engaging with the screW-engaging-means thereof,a suitable hand-lever mechanism for turning the clutch-screw to operatesaid cone, a brake-band adapted to engage the outer face of the outerfriction-band, and suitable hand-lever mechanism for operating saidbrake-band.

In testimony whereof I have hereunto set my hand, at Los Angeles,California, this 2d day of June, 1906.

SOLON BYRON WELCOME.

In presence of GEORGE T. HAcKLEY, ARTHUR P. KNIGHT.

